JP2018085646A5 - - Google Patents

Description

Accident determination system, detection device, portable communication terminal

The present invention, accidents determination system, a detection device and a portable communication terminal.

  2. Description of the Related Art Conventionally, development and commercialization using an acceleration sensor have been promoted as vehicle accident detection means for detecting the occurrence of a vehicle accident. Patent Document 1 discloses a communication system in which an acceleration transmitted from a vehicle is received by a communication terminal and an accident is determined when the acceleration reaches a threshold value. In addition, development of accident detection applications (applications) that are installed in communication terminals such as smartphones is also underway.

JP 2015-176666 A

  On the other hand, when the threshold value of acceleration is used to determine an accident, even if it is not actually an accident, if the threshold value is exceeded, an accident may be determined. In addition, the acceleration transmitted from the vehicle may not be correctly received by the communication terminal. Further, when trying to increase the accuracy of accident determination, it is necessary to mount a large number of sensors, and the system becomes complicated. Moreover, when starting an accident detection means, suppose that a driver | operator must start an application manually, for example. In this case, since it takes time to start the application, the driver feels troublesome. For this reason, it is induced to forget to activate the accident detection means.

In view of such problems, the present invention is a simple structure, a retrofit to a vehicle easy to, and it is another object to provide a system that enables the determination of such accurate accident.

According to one embodiment of the present invention, a detection device equipped with a communication function that detects multi-dimensional acceleration information generated in a vehicle, and a portable communication terminal that starts and communicates with the detection device when a predetermined condition is satisfied. The portable communication terminal acquires the multi-dimensional acceleration information from the detection device, synthesizes the acquired acceleration information, and the synthesized acceleration information includes data of a specific frequency, and data to determine whether to continue a predetermined time, and outputs the information indicating the occurrence of an accident or danger behavior based on the determination result, accidents determination system is provided.

According to the present invention, it is possible to provide a system that has a simple configuration, can be easily retrofitted to a vehicle, and enables determination of an accident or the like with high accuracy.

The figure which shows the structure of the hardware of the accident judgment system which concerns on one Embodiment of this invention . Process flow diagram in accident determination system. Flow diagram of a startup process of accident determining process. Illustration Yoo over THE interface. Another illustration of Yoo over THE interface. Another illustration of Yoo over THE interface. Another illustration of Yoo over THE interface. Another illustration of Yoo over THE interface. Another illustration of Yoo over THE interface. Flow diagram of the accident determination process. The flowchart of acceleration information correctness determination with ID . Acceleration information calculation and determination flowchart . Acceleration information received at the communication terminal. Acceleration information synthesized in the communication terminal. Low frequency data extracted in the communication terminal. The calculated integrated data in a communication terminal. Flow diagram of a notification support processing executed in the communication terminal. Example of a user interface in a communication terminal 示図. The other example figure of the user interface in a communication terminal . The other example figure of the user interface in a communication terminal . The other example figure of the user interface in a communication terminal . Functional block diagram of accident determination system.

  Embodiments of the present invention will be described below with reference to the drawings. However, the present invention can be implemented in many different modes and should not be construed as being limited to the description of the embodiments exemplified below. The drawings may be schematically shown for clarity of explanation, but are merely examples and do not limit the interpretation of the present invention. Furthermore, the letters “first” and “second” attached to each element are convenient signs used to distinguish each element, and have more meaning unless otherwise specified. Absent.

  In addition, if it can be recognized by a person who has ordinary knowledge in the field to which the present invention belongs, no special explanation will be given.

<1-1. Hardware configuration of accident determination system 10>
A hardware configuration of the accident determination system 10 according to the embodiment of the present invention will be described with reference to the drawings.

  FIG. 1 shows a hardware configuration diagram of the accident determination system 10. As shown in FIG. 1, the accident determination system 10 includes a detection device 100 and a communication terminal 200 in a vehicle 500. For example, a beacon is used for the detection device 100. Communication terminal 200 is a portable communication terminal. For example, a smartphone is used for the communication terminal 200. The detection device 100 and the communication terminal 200 are connected by wireless communication 180 (Bluetooth (registered trademark) communication, Bluetooth Low Energy (registered trademark) communication (BLE communication), or Wi-fi (registered trademark) communication). Communication terminal 200 may be appropriately connected to server 300 using network 400 such as the Internet.

  The detection apparatus 100 includes a measurement unit 110, a control unit 120, a storage unit 130, a communication unit 140, a power supply unit 150, an operation unit 160, and a display unit 170. Detection device 100 is fixed to vehicle 500 and installed. The detection device 100 may be small enough to fit in the driver's hand, thin, or light. For example, the weight of the sensing device 100 may be less than 18 grams, 50 millimeters long, 37 millimeters wide, and about 13 millimeters high. By having the above-described shape, the detection device 100 is retrofitted at an arbitrary position of the vehicle 500 such as near the center console, near the steering wheel, in the trunk, or near the in-house room lamp. The detection apparatus 100 may be installed by screwing or may be installed using an adhesive. Moreover, the detection apparatus 100 may be installed on a dashboard so that it may not interfere with the airbag opened at the time of an accident.

  The measurement unit 110 has a function of measuring acceleration information (acceleration value) of the vehicle 500 using an acceleration sensor. The acceleration sensor may be a three-axis acceleration sensor or a six-axis acceleration sensor.

  The control unit 120 executes a program stored in the storage unit 130 such as a memory by using a CPU (Central Processing Unit), an MPU (Micro Processing Unit), or a RAM (Random Access Memory), and thereby functions corresponding to the program. Is realized in the first communication terminal 100. Alternatively, the program may be obtained via a recording medium. Or the said program may be received and acquired from the communication terminal 200. FIG. For example, when a beacon is used as the detection device 100, firmware (program) is executed using the MPU.

  The storage unit 130 has a function of storing acceleration information.

  The communication unit 140 has a function of transmitting / receiving to / from the communication terminal 200. The communication unit 140 includes a transceiver for Bluetooth (registered trademark) communication, Bluetooth Low Energy (registered trademark) communication (BLE communication), or Wi-fi (registered trademark) communication.

The detection device 100 is driven using the power from the power supply unit 150. For example, a button-type lithium ion battery is used for the power supply unit 150. Note that the detection device 100 may specialize in acquiring and transmitting acceleration information. At this time, the detection apparatus 100 can reduce the amount of information processing. Thereby, the power consumption of the detection apparatus 100 is also suppressed. Moreover, the power consumption mode of the detection apparatus 100 is changed according to the communication status.
For example, when the detection device 100 is a beacon and the communication terminal 200 is a smartphone, when the measurement unit 110 (acceleration sensor) detects the movement of a car, the beacon is in a state of sending a signal to connect to the smartphone (advance this mode). Can be called mode). Alternatively, the beacon is in a state where the beacon and the smartphone are connected, such as driving diagnosis and impact detection, and Bluetooth Low Energy (registered trademark) communication is performed (this mode can be called a drive mode).
Or a beacon will be in the standby state which can transfer to drive mode in conjunction with the application of a smart phone (this mode can be called standby mode). Or if a built-in acceleration sensor stops detecting a motion, it will be in the state which stops a function (this mode can be called sleep mode). As described above, since the power consumption can be reduced to the minimum according to the communication status, it can be said that the detection apparatus 100 is extremely excellent in power saving. For example, when it is assumed that the detection apparatus 100 performs driving for 120 minutes / day, it is possible to detect acceleration information and transmit acceleration information for about 500 days or more and about 20,000 km or more for a traveling distance.

  Note that terminals on both sides (positive electrode side and negative electrode side) connected to a battery provided in the power supply unit 150 have elasticity. For example, the terminals on both sides have a spring shape. This prevents an instantaneous interruption of the power source (for example, between the battery and the terminal) in the event of a collision. Further, the power supply unit 150 may be screwed so that an infant or the like does not accidentally swallow the battery, or may be bonded or fitted with an adhesive material.

  Further, the detection device 100 may be provided with an operation unit 160 as appropriate. The operation unit 160 has a function for causing normal operation again when the detection apparatus 100 does not function normally due to a failure or the like. For example, on the operation unit 160, a button larger than the fingertip is arranged so that the driver can easily press down with one finger (for example, an index finger), and an orange frame is printed so that the button is conspicuous. Accordingly, the driver can easily operate the operation unit 160. Further, it is possible to prevent the operation unit 160 from being pushed by mistake.

  The display unit 170 uses LED indicators of a plurality of colors (for example, red and green). As a result, it is possible to obtain luminance that is easy for the driver to check while consuming low power.

  The communication terminal 200 includes a display unit 210, a control unit 220, a storage unit 230, an operation unit 240, and a communication unit 250.

  The display unit 210 is a display device such as a liquid crystal display or an organic EL display, and the display content is controlled by a signal input from the control unit 220. In addition, if it is a display apparatus (touch panel) which has a touch sensor, the function of the operation part 240 can be exhibited in the display part 210. FIG.

  The control unit 220 executes a program stored in advance in a storage unit 230 such as a memory using a CPU and a RAM. Thereby, the function corresponding to the program is realized in the communication terminal 200. The program may be obtained via a recording medium. By executing the program in the control unit 220, a user interface for realizing an accident determination service is provided on the display unit 210.

  The storage unit 230 has a function of storing acceleration information received from the detection apparatus 100.

  The communication unit 250 has a function of transmitting / receiving to / from the detection device 100 and the server 300. The communication unit 250 uses a transceiver for performing Bluetooth (registered trademark) communication, Bluetooth Low Energy (registered trademark) communication (BLE communication), or Wi-fi (registered trademark) communication.

  Communication terminal 200 may further include a measurement unit 260. The measurement unit 260 may include a GPS (Global Positioning System), a gyro sensor, and an acceleration sensor. The information obtained by the measurement unit 260 may be used to supplement the information obtained by the communication unit 140 of the detection device 100.

  The server 300 includes a communication unit 310, a storage unit 320, and a control unit 330. The communication unit 310 has a function of performing information communication with the communication terminal 200 via the network 400. The memory | storage part 320 has a function as a database which memorize | stores the reported accident information by using a hard disk and SSD. The control unit 330 has a function of performing accident information processing using a CPU and a RAM.

  Server 300 has a function of responding to an accident based on information transmitted from communication terminal 200.

<1-2. System configuration of accident determination system 10>
FIG. 2 shows a processing flow in the accident determination system 10. Accident determination system 10, the processing the driver activates the accident determination system by riding in a vehicle 500, the driver performs the driving diagnosis while driving a car, the process of determining whether the accident, the accident happened When an accident occurs, an accident report is made and processing to support the driver is executed. Each process will be described below.

(1-2-1. Accident determination system activation process)
FIG. 3 shows the flow of the accident determination process start-up process (S100).
First, the detection apparatus 100 starts driving (S101). A method for starting driving of the detection apparatus 100 will be described below.

  First, a driver having the communication terminal 200 gets on the vehicle 500. The detection device 100 detects the shaking of the vehicle 500 when the driver gets in. By detecting this shaking, the detection device 100 starts driving. If the said drive method is used, since the detection apparatus 100 can be driven only when a vehicle is drive | operated, it can suppress power consumption. When the driver does not carry the communication terminal 200, it is confirmed that connection cannot be established, and the above-described standby mode is set. Further, even when the connection between the detection device 100 and the communication terminal 200 is released, the standby mode is set.

Next, the detection apparatus 100 sends a detection notification to the communication terminal 200 (S103). Next, the communication terminal 200 that has received the detection notification starts to start an application dedicated to the accident determination system 10 (which can be called an accident determination application) (S105). Subsequently, the communication terminal 200 in which the accident determination application has been activated makes a connection request to the detection device 100 (S107). Next, when the connection between the detection device 100 and the communication terminal 200 is completed, the detection device 100 notifies the communication terminal 200 of the completion of connection (S109). When the communication terminal 200 receives the connection completion notification, a user interface 510 shown in FIG. 4 is displayed. On the user interface 510, a comment 520 “Connected to the detection device. Please enjoy safe and comfortable driving” is displayed as a push notification. As described above, the accident determination application is automatically activated.
The accident determination application is activated inside the communication terminal 200. Thereby, the power consumption of the communication terminal 200 can be suppressed as compared to the application activation (which can be referred to as foreground) displayed on the screen. Therefore, according to the above processing, the accident determination system can be easily provided without making the driver bothersome and forgetting to start the accident determination application, although having a very simple configuration.

  Note that, when there are a plurality of communication terminals 200 in the vehicle, any one of the communication terminals 200 may change the setting so as not to connect to the detection device 100. For example, when two or more people who have the accident determination application installed in the communication terminal 200 get into the vehicle, the detection device 100 may connect to the communication terminal 200 of the person who first received it. In this case, the user interface 540 shown in FIG. 5 is displayed for the person who has confirmed the connection. The user interface 540 displays that it is connected to the detection device 100. At this time, the person who has confirmed the connection presses the button 560 to release the connection between the detection device 100 and the communication terminal 200.

  In addition, when the person (driver | operator) who wants to start an accident judgment application wants to start the connection of the communication terminal 200 and the detection apparatus 100, it can be made to connect manually. For example, a user interface 570 for connecting to the detection apparatus 100 shown in FIG. 6 is displayed. At this point in time, a comment 580 is displayed that informs that the sensor device 100 is not yet connected. For this reason, the driver can transmit a connection request notification for connecting to the detection device 100 by pressing the button 590. When the connection between the detection device 100 and the communication terminal 200 is completed, a connection completion notification is sent to the communication terminal 200. At this time, a user interface 600 shown in FIG. 7 is displayed. The user interface 600 displays a comment 610 “Connected to the detection device. Please enjoy safe and comfortable driving.”

  In addition, when the accident determination system is activated and the battery level of the detection device 100 is low, a user interface 640 illustrated in FIG. 8 may be displayed. On the user interface 640, a comment 650 “the remaining amount of the detection device is low” is displayed. When the accident determination system is automatically activated, a user interface 660 shown in FIG. 9 may be displayed. On the user interface 660, a comment 670 that “the remaining amount of the detection device is low” is displayed.

(1-2-2. Accident judgment processing)
(1-2-2-1. Acceleration information correctness determination with ID)
FIG. 10 shows a flow of the accident determination process (S200). In the accident determination process, acceleration information correctness determination with ID (S210) and acceleration information calculation and determination (S230) are performed.

  FIG. 11 shows a flow of acceleration information correctness determination with ID (S210). First, acceleration information is acquired in the detection apparatus 100 (S211). In the acceleration information, acceleration information in each of the X direction, the Y direction, and the Z direction is acquired. Further, identification information (ID) is generated (S213) so that the acceleration information can be individually determined, and is given to the acceleration information.

  Next, the acceleration information given the ID is transmitted to the communication terminal 200 (S215). When the communication terminal 200 receives the acceleration information with ID (S216), data correctness determination is performed (S217). Here, the correctness / incorrectness determination is to determine whether data is missing (consistent data). For example, the data is transmitted as 10-byte block data at a cycle of 10 Hz. At this time, if the acceleration information is missing, “0” is partially written. Note that acceleration information may be lost when another Bluetooth (registered trademark) device and the communication terminal 200 are simultaneously connected, or when the communication terminal 200 is difficult to receive Bluetooth Low Energy (registered trademark) communication radio waves. There are some cases (in the duralumin suitcase).

  As described above, whether the data is correct or incorrect is determined. If the data is normal (S217; OK), the process proceeds to the acceleration information calculation and determination (S230) processing flow. On the other hand, if the data is abnormal (S217; NG), a retransmission request notification is transmitted from the communication terminal 200 to the detection apparatus 100 (S219). When the detection device 100 receives a retransmission request notification (S221), a re-transmission instruction is given within the detection device 100 (S223). An ID is generated again based on the above instruction (S213). The above process is repeated until the data is transmitted normally (until the block data is confirmed to be aligned). By performing the above processing, it can be said that all the information for determining the accident is normal data.

(1-2-2-2. Accident judgment)
FIG. 12 shows a flow of acceleration information calculation and determination (S230).
First, the received acceleration information is stored in the communication terminal 200 (S231). FIG. 13 shows acceleration information of the vehicle 500. For example, the communication terminal 200 stores acceleration information AccX in the X direction, acceleration information AccY in the Y direction, and acceleration information AccZ in the Z-axis direction from 0 seconds to 3 seconds. FIG. 13 shows acceleration information every 3 seconds continuously up to 300 seconds.

  Subsequently, the acceleration information is synthesized (S233). Combining the acceleration information means, for example, synthesizing triaxial acceleration information. Specifically, as shown in Equation 1, the square of the acceleration information in the X direction, the square of the acceleration information in the Y direction, and the square of the acceleration information in the Z direction are added to obtain a square root. The synthesized acceleration is expressed as three-dimensional vector data as shown in FIG. Note that the combined acceleration information is first information.

[Equation 1]
Composite acceleration = Sqrt (AccX ² + AccY ² + AccZ ² )

  Next, as shown in FIG. 15, only data of a specific frequency is extracted from the synthesized acceleration information (first information) (S235). For example, the specific frequency is preferably 7 Hz or more and less than 25 Hz. When the frequency is less than 7 Hz, the influence of the operation of the vehicle is not preferable. Further, it is difficult to measure the frequency exceeding 25 Hz by the acceleration sensor. Therefore, accident-specific information can be obtained by using the above frequency. In addition, when extracting only a specific frequency from synthetic | combination acceleration information, a band pass filter (for example, high pass filter) is used. Note that the extracted data is second information. The second information can also be referred to as an extracted shock wave.

  Here, when it is determined that there is no second information exceeding the threshold (S237; No), it is determined that there is no accident. On the other hand, when it is determined that some of the second information exceeds the threshold (S237; Yes), the process proceeds to the next step.

Next, accumulation processing of the second information for a predetermined time, that is, integration processing is performed (S239). FIG. 16 shows integration data obtained by integrating the second information. In the extracted second information (extracted shock wave), the accident waveform converges over a time width of 0.5 seconds to 3.0 seconds. Therefore, it is preferable to perform the integration process within a time range from 0.5 seconds to 3.0 seconds. Incidentally, integrals data is the third information.

  Next, a second determination process is performed based on the obtained integration data (third information) (S241). The second determination process is determined based on whether the set second threshold is exceeded. For example, the threshold value is 0.7G or more and less than 4G. Note that G is a gravitational acceleration.

  Here, the reason why the threshold is 0.7 G or more will be described below. For example, when traveling at 50 km / h (13.9 m / sec) on a dry road surface, the braking distance is 14.1 m. The gravitational acceleration G applied at this time is approximately 0.7G. Therefore, when an accident is determined, a gravitational acceleration of 0.7 G or more is applied. When the threshold is 4G or more, it is determined that the threshold is 4G.

  Here, when it is determined that the integral data does not exceed the threshold (S241; No), it is determined that there is no accident (S245). On the other hand, when it is determined that the integral data exceeds the threshold (S241; Yes), it is determined that there is an accident (S243).

  By performing the accident determination process described above, factors other than the accident can be identified. For example, factors other than accidents include climbing on wheel stops at parking lots, climbing steps, and joint noise on highways. Therefore, the above process significantly improves the accident detection accuracy. Further, only the detection device 100 and the communication terminal 200 are used for the above processing. Therefore, the system for detecting an accident has a simple configuration and a high-accuracy accident detection capability.

  In addition, the range of the threshold value used for accident determination may be provided in steps. For example, a threshold value may be provided so that a dangerous behavior (near incident) that may have caused an accident but not an accident can be determined. Thereby, a dangerous behavior is detected, and advice for safe driving thereafter is displayed on the communication terminal 200.

(1-2-3. Accident report processing)
Next, an accident notification process when an accident occurs will be described. FIG. 17 shows a flow of the report support process. First, an accident is detected in the communication terminal 200 by the accident determination process (S301). At this time, a user interface 900 is displayed on the communication terminal 200 as shown in FIG. On the user interface 900, a comment 910 “Accident detected” is displayed as a push notification. At this time, the user interface 900 is provided with an accident response support start button 920. The driver can easily contact a servicer such as an insurance company or road assistance by pressing a button 920. In addition, although not shown in the figure, the user selects not only an emergency request but also a button such as “pending response (because he / she is injured)” or “cancel (because of false detection)”, and insurance. It can also be sent to the company. Further, when there is no response from the driver, the insurance company can actively communicate through push notification, short message service (SMS), and telephone contact.

  When the button 920 is pressed, the communication terminal 200 starts an accident response support process (S303). At this time, the communication terminal 200 may also send a support request notification to the server 300 (S305). Receiving the notification, the server 300 starts the accident response process (S307). Note that a user interface 930 is displayed on the communication terminal 200 as shown in FIG. On the user interface 930, a comment 940 “Please calm down first” is displayed. The user interface 900 is provided with a button 950 for contacting an insurance company.

  When the button 950 is pressed, a user interface 960 is displayed as shown in FIG. On the user interface 960, a confirmation comment 970 as to whether to make a telephone contact is displayed. The user interface 960 is provided with a button 980. By pressing the button 980, the driver can contact the person in charge of the insurance company (for example, the person in charge of accident reception).

By the above processing, even when an accident occurs, it is possible to quickly respond to the accident. In addition, when an accident occurs, the driver can respond calmly.
The accident notification may also be used in the case of an accident or failure that is not detected as an accident and a trouble during vehicle travel. For example, when the vehicle is broken, the driver displays the user interface 1000 on the communication terminal 200. At this time, if an accident occurs, the button 1010 may be pressed, and if a failure or trouble occurs, the button 1020 may be pressed. This allows immediate contact with the insurance company. In the case of trouble, you can request it directly from the road assistance servicer.

  Accident notification can be made by a person other than the driver. For example, when a vehicle failure occurs, the operation unit 160 (button) mounted on the detection device 100 is pressed. At this time, the accident determination application installed in the communication terminal 200 of a person other than the driver is activated. At this time, the user interface 1000 shown in FIG. 21 is displayed. A person other than the driver can contact the insurance company by pressing a button 1020.

As a result of the above, even if the driver is unable to contact due to injury, etc. or there is a confusing situation, the driver or a person other than the driver checks the insurance policy or driver's card through the app be able to.
Therefore, the driver or a person other than the driver can respond to the accident without feeling inconvenience. In addition, since the occurrence of road assistance (failure / trouble) is more frequent than accidents, even if no accident is detected, an environment can be prepared in which an application can be activated immediately by pressing the operation unit 160 (button). I can.

<1-3. Functional block diagram of accident determination system>
Next, the block diagram using the functional block of the accident judgment system 10 relevant to said process flow is shown in FIG. The accident determination system 10 includes a first measurement unit 1100, a first transmission unit 1110, a first reception unit 2100, a storage unit 2130, a synthesis unit 2150, an extraction unit 2160, a first determination unit 2170, a calculation unit 2180, and a second determination unit. 2190.
The first measurement unit 1100 and the first transmission unit 1110 are included in the detection device 100. In addition, the first receiving unit 2100, the storage unit 2130, the combining unit 2150, the extracting unit 2160, the first determining unit 2170, the calculating unit 2180 and the second determining unit 2190 are included in the communication terminal 200.

The first measurement unit 1100 has a function of measuring acceleration information in the detection device 100. The first measurement unit 1100 measures the acceleration in the X direction, the Y direction, and the Z direction of the vehicle.
In the first measurement unit 1100, identification information (ID) is generated together with acceleration information. Therefore, the first measurement unit 1100 is a function that realizes the processes of S211 and S213 in the accident determination process.

  The first transmission unit 1110 has a function of transmitting the acceleration information to which the measured ID is given to the communication terminal 200 based on an instruction from the detection device 100. Therefore, the 1st transmission part 1110 is a function which implement | achieves the process of S215 in said accident determination process.

  The first receiving unit 2100 has a function of receiving acceleration information transmitted from the first transmitting unit. Therefore, the 1st receiving part 2100 is a function which implement | achieves the process of S216 in said accident determination process.

  The storage unit 2130 has a function of storing acceleration information received by the first receiving unit. Therefore, the memory | storage part 2130 is a function which implement | achieves the process of S231 in said accident determination process.

  The synthesizing unit 2150 has a function of synthesizing the first information using the stored acceleration information. Therefore, the composition unit 2150 is a function that realizes the process of S233 in the accident determination process.

  The extraction unit 2160 has a function of extracting second information from the synthesized first information. Therefore, the extraction unit 2160 is a function that realizes the process of S235 in the accident determination process.

  The first determination unit 2170 has a function of determining whether or not there is an accident based on the second information. Therefore, the 1st determination part 2170 is a function which implement | achieves the process of S237 in said accident determination process.

  The calculation unit 2180 has a function of calculating the second information and acquiring the third information. Therefore, the calculation unit 2180 is a function that realizes the process of S239 in the accident determination process.

  The 2nd determination part 2190 has a function which determines whether it is an accident based on 3rd information. Therefore, the 1st determination part 2190 is a function which implement | achieves the process of S241 in said accident determination process.

  In the accident determination system 10, the third determination unit 2110 is not necessarily provided. Third determination unit 2110 is included in communication terminal 200. The third determination unit 2110 has a function of determining acceleration information including the received identification information. Therefore, the 3rd determination part 2110 is a function which implement | achieves the process of S217 in said accident determination process.

  Moreover, in the accident determination system 10, the 2nd transmission part 2120 does not necessarily need to be provided. Second transmission unit 2120 is included in communication terminal 200. If the received acceleration information is invalid (S217; NG), the second transmission unit 2120 transmits a request instruction to transmit the acceleration information including the identification information again. Therefore, the 2nd transmission part 2120 is a function which implement | achieves the process of S219 in said accident judgment process.

  Further, in the accident determination system 10, the second receiving unit 1120 is not necessarily provided. The second receiving unit 1120 is included in the detection device 100. The second reception unit 1120 has a function of receiving an acceleration information retransmission request instruction and instructing retransmission. Therefore, the 2nd receiving part 1120 is a function which implement | achieves the process of S221 and S223 in said accident determination process.

In the accident determination system 10, the support unit 2200 and the third transmission unit 2210 are not necessarily provided. Support unit 2200 is included in communication terminal 200. The support unit 2200 has a function of supporting accident response when it is determined that there is an accident. Therefore, the support unit 2200 is a function that realizes the process of S303 in the accident determination process. Third transmission unit 2210 is included in communication terminal 200. The third transmitter 2210 has a function of transmitting accident information when it is determined that there is an accident. Therefore, the 3rd transmission part 2210 is a function which implement | achieves the process of S305 in said accident determination process.
Therefore, by using the accident determination system 10, it is possible to provide a highly accurate accident determination system that has a simple configuration, can be easily retrofitted to a vehicle.

(Modification)
Although not described in the embodiment of the present invention, the position information of the vehicle 500 may be acquired as appropriate. The position information may be measured by a GPS or the like mounted on the communication terminal 200. Knowing the location information makes it possible to know exactly where the accident occurred. As a result, an ambulance can be dispatched through the insurance company to the location where the accident occurred. It is also possible to dispatch road assistance and guards through insurance companies.

  DESCRIPTION OF SYMBOLS 10 ... Accident judgment system, 100 ... Detection apparatus, 110 ... Measurement part, 120 ... Control part, 130 ... Memory | storage part, 140 ... Communication part, 150 ... Power supply part, 160 ... operation unit, 170 ... display unit, 180 ... wireless communication, 200 ... communication terminal, 210 ... display unit, 220 ... control unit, 230 ... storage unit, 240 ... Operation part 250 ... Communication part 260 ... Measurement part 300 ... Server 310 ... Communication part 320 ... Storage part 330 ... Control part 400 ... -Network, 500 ... Vehicle, 1100 ... First measuring unit, 1110 ... First transmitting unit, 1120 ... Second receiving unit, 2100 ... First receiving unit, 2110 ... First 3 determination unit, 2120... Second transmission unit, 2130... Storage unit, 2150. Synthesis unit, 2160 ... extraction unit, 2170 ... first determination unit, 2180 ... calculation unit, 2190 ... second determination unit, 2200 ... support unit, 2210 ... third transmission Part

Claims (7)

A detection device equipped with a communication function that detects multi-dimensional acceleration information generated in a vehicle, and a portable communication terminal that starts up and communicates with the detection device when a predetermined condition is satisfied,
The portable communication terminal is
The multi-dimensional acceleration information is acquired from the detection device, the acquired acceleration information is synthesized, and it is determined whether the synthesized acceleration information includes data of a specific frequency and the data continues for a certain period of time. A system for judging accidents and the like that outputs information indicating the occurrence of an accident or dangerous behavior based on the judgment result. The detection device associates the multi-dimensional acceleration information with an ID for identifying each dimension and transmits the information to the portable communication terminal.
The portable communication terminal determines whether or not each dimension of acceleration information received from the detection device satisfies a predetermined condition, and when there is acceleration information of a dimension that does not satisfy the predetermined condition, A retransmission request instruction is transmitted to the detection device, and when acceleration information of all dimensions satisfies the predetermined condition, the acceleration information is synthesized.
The accident determination system according to claim 1. The data is data having a frequency of 7 Hz or more and less than 25 Hz.
The accident determination system according to claim 1 or 2. The fixed time is 0.5 to 3 seconds after generation of the data;
The accident determination system according to any one of claims 1 to 3. The detection device is a battery-powered device that can be installed later in any place of the vehicle.
The accident determination system according to any one of claims 1 to 4. A detection device installed in a vehicle on which a holder of a portable communication terminal that determines the presence or absence of an accident or a dangerous behavior based on a composite result of multi-dimensional acceleration information generated in the vehicle,
Communication means for establishing a communication path with the portable communication terminal when detecting that the owner has boarded the vehicle based on a degree of shaking generated in the vehicle;
Detecting means for detecting the multi-dimensional acceleration information after the owner gets on the vehicle;
The multi-dimensional acceleration information detected by the detection means is transmitted to the portable communication terminal in association with an ID for identifying each dimension, and the transmission is repeated until there is no retransmission request instruction from the portable communication terminal. Control means;
A detection device comprising: A communication means that is activated when a predetermined condition is satisfied, and communicates with a detection device equipped with a communication function that detects multi-dimensional acceleration information generated in the vehicle;
Acquisition means for acquiring the multi-dimensional acceleration information from the detection device;
The obtained acceleration information is synthesized, it is determined whether or not the data of a specific frequency is included in the synthesized acceleration information and the data continues for a certain period of time, and the occurrence of an accident or dangerous behavior is determined based on the determination result. Control means for outputting information indicating presence / absence;
A portable communication terminal.